Small boat safety clinic workbook v 7 9 2013)

US SAILING TRAINING PROGRAMS

SMALL BOAT SAILING SAFETY CLINIC COURSE WORKBOOK

Workbook includes materials from Safety, Rescue & Support Boat Handling and Small Boat Sailing Level 2 Instructor Workshop

TABLE OF CONTENTS Preparation ................................................................................................................................................... 4 Safety Equipment ......................................................................................................................................... 6 Communication Equipment & Procedures .................................................................................................. 8 Vessel-to-Vessel Operating Procedures .................................................................................................. 10 Vessel-to-Shore Operating Procedures ................................................................................................... 10 Distress, Urgency & Safety Calls.............................................................................................................. 10 In Sight Communication .......................................................................................................................... 11 Retrieval Methods to Bring a PIW Aboard ................................................................................................ 12 Entrapment ................................................................................................................................................. 14 Capsize Recovery ........................................................................................................................................ 18 Response ................................................................................................................................................. 18 Safety-Rescue Boat Positioning .............................................................................................................. 19 Self-Rescue Methods .............................................................................................................................. 21 Effective Use of the Self-Rescuing Lightning....................................................................................... 23 Assisted Rescue Methods ....................................................................................................................... 25 Turtled Boat Rescues .............................................................................................................................. 21

Preparation The key element in a successful safety and rescue mission is the performance of the operator and crew members. Experience has shown that the absolute minimum number of people aboard a small safety-rescue boat is two. Many situations, particularly with larger boats, may even require a larger crew.

Risk Assessment. The operator and crew need to be aware of the risks involved with different boats and situations as well as the limitations of the boaters. If it is a rescue operation, assessment of the victims’ condition and taking appropriate action will be top priority.

Weather & Sea Conditions. Before departure, current conditions and forecasts need to be obtained and reviewed. While on the water, check for updated forecasts at least every hour to avoid being blindsided by unexpected weather changes. Marine VHF radios, mobile phone applications, and the Internet are sources for this information.

Preparedness for Sudden or Unexpected Weather. This may include squalls, thunderstorms, or fog. Ideally, the crew should have a preplanned navigation plan for returning to home port in the event of fog or severe weather. Simple possession of a GPS is often not enough and should be backed up with a navigation plan.

Awareness & Identification of Local Hazards. It is important to know the local hazards in the area of operation.

Are there rocks, shoals, coastal bars, shipping channels, dams, powerlines over or under the water, or other obstructions? If you plan to operate outside your normal area, review the relevant chart(s) as well as the Local Notices to Mariners beforehand and carry an up-to-date chart on the boat. If involved in supervising an on-the-water course or event, all participants should be informed of any local hazards and the boundaries of their area of operation.

Local Notices to Mariners are updated weekly and available for download from the U.S. Coast Guard Navigation Center website.

An image from a mobile phone depicting a marine forecast for an area on the California coast.

Local Notices to Mariners are available on the Internet and include important information affecting safe navigation.

ONLINE... Local Notice to Mariners: http://www.navcen.uscg.gov/?pageName=lnmMain

Rescue & Emergency Procedures. Be thoroughly familiar with your organization’s emergency and rescue procedures for: • Rescue of a person in water (conscious or unconscious, injured) • Rescue of an injured person on a boat • Rescue of a capsized or swamped boat and its occupants • Recovery of a boat aground • Recovery of damaged or drifting boats • Severe weather emergencies

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You also need to know the communication procedures for your shore base, first responders, EMS, U.S. Coast Guard, and local law enforcement authorities. Most organizations conduct periodic training and review sessions for their instructors and rescue personnel to ensure compliance with best practices and procedures.

Emergency action plans should include: • Communication information: know who to contact whether it be local law enforcement, the U.S. Coast Guard, fire department, or EMS; include phone numbers of key personnel and the Maritime Mobile Service Identity (MMSI) numbers of other rescue and support boats to allow immediate contact using the DSC system.

• Where to take the victim in the event of an injury.

• Docks and ramps to use in the event of an emergency.

Emergency action plans such as this one should be laminated and placed on board each safety boat so operators have a quick reference guide.

You may also want to include additional contact information or GPS coordinates for where an ambulance should arrive on land.

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Safety Equipment Requirements for Uninspected Passenger Vessels (UPV) & Small Passenger Vessels (SPV)

Retro-reflective material

Personal flotation light

The minimum required safety equipment for recreational vessels is modified accordingly for uninspected passenger vessels and inspected small passenger vessels.

Life Jackets – One U.S. Coast Guard approved Type I wearable life jacket of a suitable size for each person on board must be carried even if crew members are wearing Type III or V life jackets.

Reflective Tape – When operating on oceans, coastwise or Great Lakes, each wearable life jacket must have approved Type I retroreflective material with at least 200 square centimeters (31 square inches) of material on the front, at least 200 square centimeters of material on the back, and if reversible, at least 200 square centimeters on each reversible side. The material attached on each side must be divided equally between the upper quadrants of the side and as close as possible to the shoulder area.

Personal Flotation Device Lights – On ocean, coastwise, or Great Lakes voyages, each wearable life jacket must have a U.S. Coast Guard approved personal flotation device light securely attached to the front shoulder area. A light with a non-replaceable power source must be replaced on or before the expiration date. If a light has a replaceable power source, the power source must be replaced on or before its expiration date.

Life Ring Buoy – At least one U.S. Coast Guard approved orange throwable ring life buoy with a minimum outside diameter of 20 inches for a vessel 26 feet or more in length Fire Extinguisher – One B-I Type fire extinguisher required for powerboats less than 26 feet propelled by outboard motors regardless of construction Visual Distress Signals/Markers – Required to carry three day and three night visual distress signals while operating on coastal waters, the Great Lakes and oceans.

Emergency Position Indicating Radio Beacon (EPIRB) – EPIRBs are required if operating beyond three nautical miles from the baselines from which the territorial seas are measured or beyond three nautical miles from the Great Lakes coastline. In waters where EPRIBs are not required, it is a prudent safety measure to have one on board.

Compass – A magnetic compass should be installed and calibrated.

Charts – Either paper or electronic (GPS) charts when applicable.

GPS – This equipment becomes increasingly important when operating in coastal waters or the Great Lakes where determining a position, a route or destination is more complex than referencing a point on land or a navigation aid in a small landlocked lake or harbor.

U.S. Coast Guard Approved Type I Life Jacket

A GPS can be used to mark a “last known position.”

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The loop on the end of the heaving line is attached to the wrist or the boat and the throw bag is thrown underhand to the person in the water. Make sure the bag is open before throwing it.

A bitt makes it easier to handle and adjust a towline. It should be through-bolted to the cockpit sole and adequately reinforced.

V blades

A V-bladed rescue knife can safely cut webbing and small lines.

Marine VHF/DSC Radio – This is essential equipment for safetyrescue boats. For more information about VHF/DSC radios and other communication alternatives, see the communication section near the end of this chapter.

Bow, Stern & Spring Lines – Should include forward and after spring lines and be in good condition.

Anchor & Rode – The anchor and rode must be of sufficient size to hold in heavy weather with the safety-rescue boat and a rescued boat tied to it. The anchor type should be suitable for the type of holding ground in the area of operation. Two anchors and rodes are recommended in case one is used to anchor an abandoned boat.

Heaving Line – A line with a throw bag or sock allows it to be thrown into the wind. Another alternative is to use a soft ring, called a quoit, which is attached to the end of the line.

Towline – 100 feet of 1⁄2-inch diameter double braided nylon or double braided polyester line is suitable for most recreational towing situations. For additional information on towlines and towing equipment and methods, refer to the “Towing” section in Chapter 4.

Towing Bitt – A bitt mounted near the boat’s towing point of rotation improves steering control. If there is no bitt, a bridle should be attached to the towing eye bolts or stern cleats to reduce the loads on these fittings.

Cleats – Should be of sufficient size to handle lines and throughbolted and sufficiently reinforced to withstand the loads of safety and rescue operations.

Amidships Cleats – Cleats installed amidships on safety-rescue boats are desirable for alongside towing operations.

Boathook, Paddle & Fenders First Aid Kit Pumps (Electric and Manual) & Buckets – To be used to bail out (de-water) swamped boats.

Tool Kit Spare Parts Kit – Include fuses, spark plugs, belts, shear pins, cotter pins, etc.

Waterproof Flashlight & Batteries Extra Engine Oil Line & Webbing Cutter – This is a specially designed hook-shaped cutter with the cutting edge on the inside of the hook. It can cut small lines and webbing without endangering the victim with the sharp point of a knife.

Wire Cutters – These cutters need a shearing action to cut wires or shrouds. Bolt cutters which mash the strands without completely cutting the wire should not be used.

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Communication Equipment & Procedures Reliable and efficient communication is a key element in safetyrescue boat operations. While marine VHF radios are preferred, other backups include mobile phones and Family Radio Service radios.

Marine VHF/DSC Radio. This type of radio transmits and receives signals unlike a radio in a car which only receives signals. The range of communication with a VHF radiotelephone is limited by line of sight, typically 10 to 15 miles for ship-to-ship communication and 20 to 30 miles for ship to shore.

Mobile or Cellular Phone. Phones are a popular means of communicating either verbally or with texting. While mobile or cellular phone communication can be very reliable, its availability on the water is geographically restricted. Trying to use 911 to request immediate assistance for an on-water emergency may take a longer response time than using the VHF/DSC radio to contact the Coast Guard directly. The U.S. Coast Guard does not recommend these phones as a substitute for a marine VHF radio, but they may be helpful as an added means of communication.

Volume Hi/low power

DSC distress alert button

Squelch

A VHF/DSC radio is essential equipment for a safety-rescue boat.

Family Radio Service (FRS) Radio. This radio is an enhanced walkie talkie and operates in the UHF frequency band. It is limited to 0.5 watt of power and by line of sight with a typical range of â…“ to 1 mile. With its limited range and capability, it is best used for short distances on inland ponds, small lakes, or with shore stations, and where congestion on the VHF radio makes it difficult to communicate.

Operating Procedures for Marine VHF Radios To establish communication with another vessel, you must first use a calling channel. As soon as a response is received, both parties must switch immediately to an appropriate authorized working channel.

Calls may be initiated on a working frequency when it is known that the called vessel maintains a simultaneous watch on the working channel and the calling channel. For example, Channel 72 may be selected for race-oriented communications for a particular event. In that case, monitor Channel 72, or use Dual Watch to monitor 72 and 16. Larger regattas may designate a specific safety channel that is used for safety communications and a different channel for race operations.

A Family Radio Service (FRS) radio has a limited range of â…“ to 1 mile.

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International Phonetic Alphabet A B C D E F G H I J K L M N O P Q R S T U V W X Y Z

Alfa Bravo Charlie Delta Echo Foxtrot Golf Hotel India Juliet Kilo Lima Mike November Oscar Papa Quebec Romeo Sierra Tango Uniform Victor Whiskey X-Ray Yankee Zulu

• The procedure for establishing communication with a shore station (e.g., marina) is the same as establishing communication with another vessel. If the shore station has an assigned working channel, call them on that frequency instead of a calling channel.

• Transmissions on a calling channel are limited to determining a working frequency and must not take more than 30 seconds. If a called vessel does not reply, it must not be called again until after an interval of 2 minutes. After three attempts wait 15 minutes.

• Transmissions on a working channel are limited to 3 minutes.

• You must identify yourself using your station call sign or vessel name at the beginning and end of a series of transmissions or every 15 minutes during the transmission.

• Use procedure words (PROWORDS) in your messages to establish effective and precise communications. Refer to the list of basic PROWORDS for usage and definitions.

• If you need to spell a word, use the phonetic alphabet to identify each letter in the word.

• Use the 1 watt low power setting if calling a vessel or shore station within a few miles. If there is no answer, then try the higher power setting.

• Channel 68 is frequently used for radio checks; do not use Channel 16 to conduct radio checks.

• If a vessel is equipped with a VHF marine radio, it is generally required to maintain a listening watch on Channel 16 whenever it is not being used to communicate. This is why Dual Watch exists. It allows you to monitor a working channel like 72 while keeping a “watch” on Channel 16.

• If you hear a distress message and it is not answered, you must answer. Allow time for others to answer if the vessel is not in your vicinity. It is good practice to log all distress calls with pertinent information.

• Prohibited actions include: sending false distress or emergency messages; using obscene or profane words or meaning; using Channel 16 for calls other than for calling or emergency.

Note: The FCC rules for operating marine VHF radios are contained in Title 47 (Telecommunication) Part 80 of the Code of Federal Regulations (CFR).

ONLINE... Electronic CFR: http://ecfr.gpoaccess.gov

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Vessel-to-Vessel Operating Procedures q Switch and briefly listen to working channels until you find one that is clear. w Return to calling Channel 16 or 9. Channel 9 may be used for general-purpose calling by recreational vessels, or if it is the designated calling channel for the area. e Call the boat you wish to call.

Say: “Resolute” (name of boat being called; may be said 2 or 3 times if necessary) “THIS IS Endeavor.” (your boat’s name or call sign) Reply: “Endeavor, THIS IS Resolute.” r Once contact is made on the calling channel, both boats must switch immediately to an appropriate working station identified by one of them. t After communications are completed, each ship must give its name or call sign followed by OUT and switch to Channel 16 or 9.

Say: “THIS IS Endeavor. OUT.” Reply: “Resolute. OUT.”

Vessel-to-Shore Operating Procedures The procedures for calling a shore station are the same. However, if the shore station has an assigned operating channel, call them on that channel instead of Channel 16 or 9.

Distress, Urgency & Safety Calls Distress Calls. MAYDAY distress calls are transmitted when a vessel or person is threatened by grave and imminent danger requiring immediate assistance. Your MAYDAY call should include the three Ws: WHO you are, WHERE you are, and WHAT is your type of distress, situation, assistance desired, and any other information to help with the rescue. q MAYDAY, MAYDAY, MAYDAY (Spoken three times.) w THIS IS Endeavor, Endeavor, Endeavor. (Who you are spoken three times.) e We are one nautical mile east of Cape May. (Where you are.) r We are on fire and sinking. Two people are severely injured and unconscious. Request immediate assistance. There are a total of five people on board. Our boat is a 30-foot powerboat with white deck and topsides. Sending up red parachute flares and activating EPIRB. (What is the situation, needed assistance and description.) t OVER

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In Sight Communication With Recreational Boaters. For recreational boats that have VHF radios, this is the best way to communicate, but smaller sailboats, runabouts or paddle boats may not have them.While cell phones may be available, they may be ineffective if you don’t have phone numbersor can’t get close enough to exchange numbers or there isn’t cell coverage. Voice communication can be difficult to hear clearly over the noise of the engine, wind, waves or flapping sails, even with a loudhailer. Try to position the safety-rescue boat so the engine noise is not in the line of communication and shift into neutral, or turn off theengine. Your other alternatives are sound and visual signals.

Hand Signals

Sound Signals — One blast: Look at me. ●●●●●

Five short blasts: Indicates danger.

Look at me

Turn to port

Come closer

I’m OK!

Stop

Slow down

I need assistance

Turn to starboard

Turn off engine

I cannot hear you

With Other Safety-Rescue Boats. Marine VHF radios are preferred and most reliable.

In areas where VHF usage is congested, safety-rescue boats may be equipped with Family Radio Service (FRS) as an alternative for regattas or on-the-water courses, but the communication range will be less.

With Shore Base or Shore Emergency Responders. If the shore base is equipped with a VHF radio, call them on their working channel; otherwise use the mobile phone as backup. Some shore emergency responders may only be available by land or mobile phone. If phones are going to be used, all parties need to have a current list of contact numbers.

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Retrieval Methods To Bring a PIW Aboard Three major factors that affect getting a person out of the water are: • Height of the sides of the boat • Condition of the person and whether the person is able to assist • Number of people in the safety-rescue boat. Two people increase the ability to get a larger or exhausted PIW on board.

Underarm Lift – Lift until the upper body of the PIW is on the rail, then pull him into the boat.

Life Jacket Lift – Bounce the PIW three times and lift on the 3 count.

Warning: Do not use with life jackets that will slip off on the lift.

Leg & Arm Roll – The topsides need to be low enough to get a leg over a rail. A hand hold also helps.

Ladder – Best on hard-sided boats.

Underarm Lift. This works best for low-freeboard boats and when the person can help by water kicking. The risks involved are possible back strain on the “lifter” and shoulder strain on a PIW with weak shoulder joints. If a PIW is large and heavy, as he emerges from the water the load on the lifter increases and may exceed his strength.

Two people lifting should overcome this problem. With a hard-sided boat, the PIW is lifted facing the boat and once his upper body is across the rail, the rest becomes easy and manageable. With a RIB, lift the PIW facing away from the RIB and keep the spine straight and in column. The PIW will end on top of the tube in a sitting position.

Life Jacket Lift. Lifting the PIW on a 3-count bounce with his life jacket is another alternative for low-freeboard boats, but it should ONLY be used if the PIW is active and the life jacket won’t slip off.

Leg & Arm Roll. This works best for low freeboard boats where a PIW can get a leg over the rail and then is rolled over the rail into the boat. It may also be the final step for the Underarm Lift Assist.

Boarding Ladder. There are a number of types ranging from rope ladders, telescoping or folding metal ladders, gunwale mounted hook ladders and fold-down transom ladders. There should be at least two steps below the water. Rope ladders are easy to stow, but are difficult to climb as they have no stand-off distance from the hull for hands and feet and tend to swing under the bottom of the boat, making it almost impossible for less agile people. A rigid ladder avoids many of these shortcomings. If it is removable, compact and secure stowage may be a problem even if it folds up. A fold-down ladder mounted on the transom or stern platform is used successfully on many waterskiing boats, but rough sea conditions can make its use hazardous.

Rescue Net (Parbuckle). This can be used for a person who is hypothermic or cannot be retrieved using the above methods. A PIW is floated over a sunken net, usually head first to avoid catching the net with feet and arms. The net is walked up hand over hand as the PIW is rolled up the topsides onto the top of the tube or rail. Its use on a RIB is easy and more comfortable for the PIW. The net needs to be self-draining, weighted (so it will sink), and attached to the boat in several places along its length.

Retrieve & Transfer. This uses a low freeboard boat whether it is power, paddle, sail, or a life raft to retrieve a PIW and transfer the person to a higher freeboard safety-rescue boat.

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Lifesling Lift. This can be used with high or low freeboard boats but the lifting tackle needs an attachment point high enough to lift the PIW above the topsides. If rigged to a T-Top or davit, the structure needs to be strong enough and adequately secured to take the load. A thigh strap may be added to lift the person horizontally and provide more support for the lower body and legs.

Person Is Exhausted & Unable To Assist. If the person in the water is too tired to assist, a combination of the Underarm Assist Lift and the Leg & Arm Roll methods can be used. Another method, although there is more stress on the PIW’s shoulder joints, is to grasp each other’s forearms and draw the person up until his waist is on the rail. A rescue net may be the best alternative for this situation.

Person Is Unconscious or Seriously Injured. Your options will be affected by the seriousness of the injury and whether you can get professional assistance experienced with the type of injury to the scene or if you have nearby safety-rescue boats that can assist. If the PIW cannot be brought into the boat, the safety-rescue boat should be anchored and a MAYDAY distress call be made to the Coast Guard (if within its coverage) or a call to the local on-water rescue units.

Until additional assistance arrives, it may be necessary for a crew member of the safety-rescue boat to enter the water to stabilize the victim. Of greatest importance is to maintain an airway by keeping the victim’s mouth above the water. A sling under the victim’s armpits can be used to lift the person high enough so that he or she can breathe without having to time the breaths according to waves.

Horizontal slat

Rescue Net – The horizontal slats allow the net to be raised hand over hand by one or two people.

Hoisting tackle

Lifesling Lift – The hoisting tackle needs to have at least a 5:1 advantage with a cleat.

DECISION-MAKING QUESTIONS… • If there is only one safety-rescue boat and an injured person has to be rushed ashore, what action could you take to ensure the safety and supervision of the other participants in a course or event? What would you do if you were the only person on the safety-rescue boat, or if you had one crew member on board? Would you put the crew member on one of the boats to supervise while you run the injured person ashore or would you keep the crew member in the safetyrescue boat to care for the person?

• What would you do if outside assistance were available? How would you contact them? Would you transport the person safely to shore or wait until assistance arrives? If it is a life-threatening situation and you must transport a student to shore and can’t get any assistance, what would you do to ensure the safety and supervision of the other participants?

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Entrapment

Concern for sailors’ safety is always the top priority. Whenever a dinghy capsizes, there is a risk that the sailor or sailors may be caught beneath the boat. Instructors, Coaches and Safety Boats have a responsibility to check every capsized boat to make sure that the sailors are okay, able to right their boat in a safe manner and continue sailing.

Entrapment can take various forms and can occur in any type of wind. Although wind velocity is a factor, many dangerous entrapment situations have occurred in all kinds of wind and sea conditions. Entrapment situations can occur when sailors get caught on lines, webbing, sails, and equipment such as trapeze harnesses and lifejackets. The best prevention for all of the above scenarios is good seamanship and housekeeping ie neatening lines while sailing, taping of and securing clevis rings, making sure there are no holes in sailing clothing where sailors can get stuck, maintenance of shock cord, hiking straps and areas of the boat that sailors may get snagged upon.

Using a masthead float and other safety precautions can reduce the chances of having a mast get stuck on the bottom and/or turtle. Emphasis on preventing incidents before they occur is appropriate for many sailing programs. Many programs have modified new and existing fleets with new types of masthead floatation. These devices, when used properly, can reduce damage to the boat, limit sailor fatigue, and possibly limit the chances of entrapment.

Masthead floats may not be appropriate in all situations but the use of the flotation significantly minimizes the risks and the severities of dangerous inversion situations.

There are several masthead floats on the retail market, but there are many simple homemade solutions that programs use.

These solutions include, but are not limited to, tying a buoy, lifejacket or an empty plastic bottle to the head of the sail.

These solutions may be temporary teaching tools or they could be used fleet wide on a long-term basis for instructional and racing scenarios alike.

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Sailor entrapment is not dependent on sailor skill level or experience. Entrapment can happen in a wide variation of conditions with different abilities. Statistically, the odds of becoming dangerously caught and even trapped are small, but sailors should be aware of the risks and more importantly how to react to trouble if it arises. Sailing is a fantastic sport and a great pastime, but everyone on the water needs to be aware of potential dangers.

If a sailor thinks a teammate requires help he or she needs to try to alert the safety boats in his or her area. This alert should occur by using a series of five or more short loud blasts and big arm movements if able. Getting help as soon as possible is one of the most important factors for a successful recovery in an emergency situation response.

One of the biggest responsibilities for mariners when on the water is ensure their own safety first and then to watch out for their competitors and teammates. If a sailor sees another person in trouble they need to immediately alert help. Five or more short whistle blasts and large overhead hand and arm signals should be used when possible to alert coaches and safety boats of a possible safety situation.

A first responder to an emergency situation is that person that is first to arrive on scene whether they are a coach or another sailor. It is important for those first responders to not endanger themselves and make a bad situation worse. In all emergency situations, a first responder has a duty to self to not endanger their own person.

In an entrapment situation entering the water and diving underneath the boat should be avoided if at all possible.

If sailor entrapment occurs, the best response in most cases and in many types of vessels has been to have two larger sailors or coaches get on the centerboard or dagger board and right the boat as soon as possible. This rescue when done correctly can often right a boat in less than a minute. These coaches or sailors should enter their water with their PFDs on. There are few instances where a coach should take off their own PFD to help a sailor. When doing so they must proceed with extreme caution. A potentially drowning person may not be making rational decisions. Panicking persons have been known to pull potential rescuers below the surface of the water. Instructors have a responsibility to know the kind of boats that they are around and the different precautionary and rescue measures that are needed for specific boats.

Using the sailors in the area in the absence of other safety boat operators is often the quickest form of assistance. It is helpful to use other sailors to help right a boat. However, it is important that those sailors helping in the rescue are knowledgeable of the conditions, the boat, and simple rescue techniques. If you are alone in a coach boat and choose to enter the water to try and help right the boat, turn off your engine making sure to leave the key in the ignition and kill cord on the boat. Yourself or another sailor might need to start it up again as quickly as possible. Anchor the boat close enough to the capsized boat that it is nearby but won’t get in the way of the righting process. Throw out your anchor to ensure your coach boat doesn’t drift to far away from you.

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If other sailors are not going to be of help in the situation and there are adequate safety boat operators available, it is recommended that they be supervised on their return towards shore or rendezvous in a different area if it is safe to stay out on the water if it’s the sea conditions allow.

If two able bodied persons are not available to help right the boat, then there are other rescue boat options discussed in Safety, Rescue and Support Boat Handling. The utmost care must be taken anytime a motorboat comes in close proximity to sailors in the water. In scenarios where time is of the utmost importance, righting the boat as efficiently as possible should be the priority, but not at the risk of hitting a sailor with the boat’s propeller. All of these optional rescue methods come with benefits and drawbacks.

Different vessels will respond to different rescues. Safety Boat operators are encouraged to practice rescuing a capsized boat on their own to know which is appropriate for their fleet.

Rollover Rescue Should often be the next rescue technique tried by first responders. It is appropriate for many situations where the rescuer does not weigh enough to right a boat on their own. It will often cause damage to the sailboat, but the boat is not the priority in this situation. The rescue should be one that is practiced ahead of time if possible. It does not work for all boats and situations. Correct execution of this rescue is not something many achieve on their first attempt. When executing this rescue it is important to know where the sailor is trapped under the boat if possible so as to not drive that portion of the boat deeper into the water or injure the person with any part of the coach boat.

Instructors and Coaches have a duty to provide their sailors with training on how to identify risks, how to get help when they occur and how to react when things look out of the ordinary. In most emergency situations the best response a sailor can do is get help.

There are cases however those sailors have saved others when a safety boat is not available.

Helpful Note: Many instructors teach their sailors to verbally yell “I’m okay” and put one hand on their head each time that they fall into the water. This communication method is helpful to sailors, teams, safety boat operators and coaches.

Viewing a capsize from afar – what to look for Did you see the boat capsize?

Time frame changes.

Are the sailors turning towards the boat?

Is someone stuck?

Are sailors actively trying to right the boat?

If not, why?

Are all the sailors’ heads above the water?

How many should be there?

Are there potential hazards in the water?

Does this affect approach?

What is the sea state?

Does this affect approach?

Mental state and Reactions of Sailors Is age/skill/weather a factor?

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For those sailors that may become trapped, keeping calm is very important. In many situations sailors are able to clear themselves by keeping a clear head and not panicking.

Many vessels have an air pocket or void underneath the boat when it is inverted. Sailors should be taught about the void, and shown where it is in a controlled environment. When in the void, speaking can usually be heard by the people outside the boat. If not, banging on the boat can be an effective form of communication. In some situations the pocket can be an alternative source of air instead of trying to get to the surface. In nearly a third of reported entrapment scenarios, it is the sailor themselves that are able to clear him or herself.

Time Frame Different decisions must be made in different scenarios. When making in the moment decisions make sure to leave your self and an exit strategy. Is it more important to anchor the coach boat so it doesn’t drift away or are there other coaches/sailors that can grab the safety boat?

How Much Time do I have?

There is no concrete time frame of how much time a person has when caught beneath the surface of the water. First Responders should know that every second counts and that they need to try to get the person out of the situation as quickly as possible. The average person can hold their breath for about a minute. There are many factors that can reduce their ability of holding their breath such as cold water or a panicked state.

Unconscious/Non Responsive Sailor If a sailor is retrieved from an entrapment situation and is unresponsive/not breathing the priority is to get he or she onto a hard surface, usually a coach boat, and to begin CPR if appropriate. CPR should be continued until someone with more medical experience such as an EMT relieves the first responder or until the first responder is physically unable to continue. While CPR is being administered the coach boat should be brought to the previously determined extraction point on land in the safest yet efficient manner possible.

It is recommended that all instructors carry tools in their coach boat or on their person to help respond to emergencies. Each program should have policies on what tools and devices are appropriate for their site and fleet. Whistles, serrated knives, marine radios, bolt cutters, First Aid Kits and mobile phones all have their place in certain programs.

The importance of practicing and preparing for emergencies situations can’t be stressed enough. Keeping a calm head, starting the emergency action plan and not panicking, will allow most instructors to respond appropriately to dangerous situations where every second counts. The practice rescue sessions that instructors and coaches train for may save a life in the future.

Instructors and Coaches have a duty to provide their sailors with the training on how to avoid dangerous situations, how to get help when they occur and how to react when things look out of the ordinary.

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Capsized Sailboat Rescues Key Points • Assess situation and determine whether assistance is needed.

• Hold an appropriate position to observe and communicate with sailors.

• Be aware of self-rescue methods for different capsize situations.

• Be able to use assisted rescue methods for different capsize situations.

Response Response to a capsize situation will depend on: • Condition of sailors. Are they injured, fatigued, or displaying signals of hypothermia? Are they trapped under the boat?

• Experience level of sailors.

• Environment. What are the water and air temperatures? Wind and sea conditions? Is there a strong current? Are there nearby hazards?

• Type of sailboat and its condition. Is it capable of being selfrescued, does it float high in the water, is it susceptible to turtling?

Is it damaged, is the flotation integrity intact (air bags okay, foam in place, air compartments still water tight)? Has it turtled?

• Maneuverability of safety-rescue boat. How does it lie when it is not moving – abeam or astern to the wind? How much control in wind and waves? Can it reverse into waves without swamping? How well does it steer when moving slowly or in reverse?

• Timing of capsize. Has sailboat just capsized or have the sailors been in the water for an extended amount of time?

• Number of safety-rescue boats available. Are there other safety-rescue boats available to assist or supervise the other sailboats?

• Number of people in safety-rescue boat. Is there a crew member in the boat to assist with the rescue?

Assess Situation

Do a head count. Where is the other sailor? Stay clear until this question is answered or the sailor emerges from under the boat.

Do a Head Count. If a sailboat has just capsized or turtled, stay clear of the boat until you can see all of the sailors. With a turtled boat, a sailor may be underneath it and could come out on either side.

If a sailor doesn’t emerge, try to make contact by yelling or knocking on the hull. Stay calm and encourage the sailor to swim out and then proceed with an appropriate rescue.

Determine Condition of the Sailors. If you have sailors that are fatigued, hypothermic or injured, administer appropriate first aid and initiate the emergency action plan to deliver them to the rendezvous location of the EMT.

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Determine Condition of the Boat. Can it be self-rescued by the sailors? Has the boat turtled? Is the mast filled with water so its weight impedes the capsize rescue? Is the boat damaged or is its mast stuck in the mud?

Level of Assistance Capsizing is not unusual in small boat sailing and if the boats have self-rescue capability, most sailors are trained to right them without assistance from a safety-rescue boat. If the sailors are having difficulty righting their boats or are getting tired, the safety-rescue boat may have to move in and assist. For boats that are not capable of being self-rescued, a safety-rescue boat will be expected to rescue the boat and its sailors. It is important that a safety-rescue boat be able to recognize whether sailors are performing a self-rescue of their boat or if they need assistance.

Safety-Rescue Boat Positioning

The sailors are performing a selfrescue of their boat with the safety-rescue boat standing by in case they need assistance.

The obvious concern with sailors in the water is to position the safetyrescue boat so that no inadvertent contact occurs between it and the sailors. The safety-rescue boat should also be positioned to allow the operator to see and communicate with the sailors. This is usually accomplished by holding position at the stern or bow of the sailboat.

Holding Position at the Stern. This allows an unobstructed view of the sailors in the cockpit and centerboard areas. It is also a shorter distance to cover if it is necessary to move in and rescue a sailor.

Holding Position at the Bow. While sailors at the centerboard side of the boat can be seen, the mast and sails may obstruct the view of sailors in the cockpit area. It also takes more time to circle around the boat if sailors need to be rescued in the cockpit area. But if the sailboat is drifting toward a danger, the rescue boat can quickly grab the bow and tow it away.

Turning Off the Engine. While standing by and observing a capsized boat, turning off the engine removes any risk of the safetyrescue boat accidentally slipping into gear and coming in contact with the sailors. It is also easier to communicate with the sailors by eliminating the engine noise. However, if there is any wind or current, it will be difficult to stay in position near the sailboat as the two boats will normally have different drift characteristics. If the engine is needed, using the “perpendicular” or “parallel” position will reduce the risk of contact.

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Holding a Perpendicular Position. The safety-rescue boat is positioned perpendicular to the capsized sailboat either at its bow (as shown in the illustration) or stern.

Advantages: • Reduces the risk of the safety-rescue boat making contact with the sailors or sailboat.

• Allows the safety-rescue boat to be maneuvered forward and backward to observe the cockpit and centerboard areas of the capsized sailboat.

Disadvantages: • If positioned at the bow of the capsized boat, it will require additional time to move into position to rescue a sailor on the cockpit side of the boat in comparison with positioning at the stern or using the Parallel Position.

• If positioned at the bow of the capsized boat, it may impede communication with the sailors in comparison with positioning at the stern or using the Parallel Position.

Holding a Parallel Position. The safety-rescue boat is positioned parallel to the capsized sailboat with its bow toward the boat. This position may be held either at the bow (as shown in the illustration) or stern of the sailboat.

Advantages: • Keeps the propeller as far from the sailors as possible and reduces the risk of the safetyrescue boat making contact with the sailors or sailboat.

• Enhances communication with the sailors.

• Enhances the ability to move in quickly to rescue the sailors.

Disadvantage: • May be difficult to maintain a safe distance from the capsized boat if the wind and waves are abeam of the safety-rescue boat causing it to drift onto the sailboat.

Approaching a Capsized Sailboat If you must approach a capsized sailboat to pull a sailor out of the water or physically assist in the recovery, you should normally make your approach from the sail side forward of the mast. This approach keeps the propeller away from the people in the water and helps prevent damaging sails and lines or entangling the propeller.

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Scoop Self-Rescue of a Doublehanded Boat

Self-Rescue Methods Operators of safety-rescue boats should be familiar with the methods used by sailors to right their capsized sailboats so they can assess whether the sailors are performing a normal self-rescue procedure or if they are in trouble and need assistance. While sailors are doing a self-rescue, a safety-rescue boat should hold position nearby to make sure it is completed successfully and assistance is not needed.

Common Self-Rescue Methods These methods are described in the following pages.

• Scoop self-rescue of a capsized doublehanded boat • Self-rescue of a capsized singlehanded boat • Self-rescue of a turtled boat • Self-rescue of a capsized catamaran • Self-rescue of a turtled catamaran Scoop Self-Rescue of a Capsized Doublehanded Boat. This is the common method used to right a sailboat that has capsized onto its side. The boat can be righted at any angle to the wind since one of the sailors is scooped into the boat as it comes upright and can take control of the boat. Once the boat is upright, the other sailor gets in over the transom.

Self-Rescue of a Capsized Singlehanded Boat. The mainsail should be lying to leeward of the hull in the water.

If the mainsail is lying to windward, the boat will either be rotated so the sail lies to leeward or the boat will be brought upright which will result in it quickly capsizing again but with its sail lying to leeward of the hull.

q Boat capsizes onto its side and sailor falls into water. w Sailor uncleats mainsheet and boom vang. e Sailor climbs onto centerboard, and while holding onto the gunwale leans back to bring the boat upright.

There are two ways a sailor may get back into the boat:

q As the boat begins to right, the sailor climbs over the rail into the boat.

q w

e r

q Boat capsizes and helmsman moves to centerboard. If centerboard is not fully extended, crew lowers it to extended position. w Crew throws upper jib sheet over to helmsman and frees mainsheet, jib sheets and boom vang. e Crew moves into “scoop position” just aft of the mainsheet sheet and holds onto the hiking strap or part of the cockpit structure. r Helmsman climbs on centerboard, uses jib sheet to lean back to bring the boat upright. t As boat comes upright, crew is scooped up. Then crew assists helmsman into the boat over the stern. y Both bail boat and sail off.

Note: If the helmsman is unable to right the boat, the crew can swim around and assist by pulling on the centerboard or standing up on top of it with the helmsman. Once the boat is upright, the crew swims back to the opposite side to stabilize the boat while the helmsman gets in.

w Or the sailor climbs in over the back of the boat.

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q Sailors stand on the side of the boat while holding onto the centerboard and lean out to leverage their weight. w After a couple of minutes, the boat will rotate until it lies on its side with the sails floating near the surface of the water. e Then sailors use the scoop self-rescue method to bring the boat to an upright position.

Self-Rescue of a Turtled Boat. The sailors’ weight is an important factor. If their weight is too light, they will not be able to rotate the boat from the turtled position onto its side. q

w

e

q Sailors climb onto lower hull as soon as possible. w They use the righting line to get their weight out to prevent turtling and to bring boat upright. If possible, they will free the sheets.

If sailors are lightweight, they will pivot the catamaran to at least 45 degrees into the wind by moving forward on the hull. e Once the catamaran is on its way up, a sailor grabs the dolphin striker to prevent the boat from capsizing again.

Self-Rescue of a Capsized Catamaran. This method is used to right a catamaran lying on its side.

Righting line

Dolphin striker

Self-Rescue of a Turtled Catamaran. A catamaran lying upside down may be difficult and slow to bring upright.

Windward bow

q Sailors position themselves at the stern of the leeward hull and pull on the windward righting line. w The windward bow will rise some distance out of the water and as the wind gets under the bow, the catamaran will continue to rise until it falls onto its side. e As the catamaran begins to fall onto its side, the sailors will move forward along the lower hull. When the catamaran is on its side, the sailors continue the self-rescue procedure for a capsized catamaran.

e

q w

w Windward bow

q WIND Leeward hull

Righting line

e

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Effective Use of the Self-Rescuing Lightning

by John Schneider (From Lightning: Tuning, Tactics, Technique, Sailing) In the first race of the North American Championship qualifying series we capsized and required assistance to right our boat. This is the first time since I began sailing a self-rescuing boat in 1972 that I have had this experience. In retrospect it could have been prevented. The purpose of this article is to share with those of you who have had, or may have, the same experience, some thoughts which I believe will be helpful in utilizing the self-rescuing capability of the Lightning to its fullest advantage.

Preparation of the boat and the crew before the race is particularly important. All gear including extra sails, spinnaker poles not in use, tools, clothing, mast blocks, anchors, tow lines, paddles, etc. should be secured so they do not float away after capsize. Energy and time expended in recovering such items could be better used. Each crew member should wear a top quality life jacket adjusted to his or her particular requirements.

The boat should be equipped with an effective preventer and a member of the crew should be designated to release the preventer when a board adjustment is to be made and re-secure the preventer after each adjustment. The rudder and tiller assembly should have a safety lock, which will prevent the rudder and/or the tiller from becoming disengaged when the boat is in a capsized position.

Self-rescue steps After capsizing, two members of the crew should go immediately, to the centerboard and the third member of the crew to the rudder. This will give each crew member a place to hang on to, place maximum weight on the board for righting and the crew member hanging on to the rudder will help stabilize the boat in a position broadside to the wind add/or current.

From this point on there is no simple solution to the problem. Each situation will be different depending on the wind and sea conditions and the sails that were in use at the time of the capsize. The skipper will have to evaluate his situation and make appropriate judgments based on these factors.

There are, however, a few points that may be of general help to you.

The first objective should be to get back into the race as quickly as possible. To that end, an immediate attempt should be made to right the boat with all sails flying as they were prior to the Photo by Nautical Photography/Art Petrosemolo capsize, and for the crew to immediately re-enter the boat. The first crew back in should release the main, jib and spinnaker sheets and an immediate effort should be made to stabilize the boat and begin sailing in a broad reaching position. The skipper must decide whether in this unstable condition he can carry the spinnaker and, if not, get it down and drain the boat with main and/or jib only.

In the event the boat has turtled, or a spinnaker has completely fouled and will prevent further competition, an effort should be made to right the boat without assistance. In a large regatta there may not be enough crash boats to handle every capsize and not all crash boats are capable of rendering effective assistance, especially if the crew, in the water is unable to direct their activities. First, the boat should be stabilized on its side. Once this has been done the board should be lowered to its full down position and the preventer retightened. All sails

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should be lowered and stowed in the boat and then with two people on the board and one on the rudder, the boat should be righted and the crew re-enter the boat. At that point you are ready to take a tow or to re-hoist your sails and proceed to the beach.

Righting a turtled boat A third situation, (the one with which we were faced in the North Americans), is what to do when a boat turns turtle prior to the time that the crew can stabilize her position on her side. This is one of the most difficult situations a crew can face in the water. However, it can be effectively managed.

There have been circumstances where the crew was able to right a turtled boat without assistance. If the boat is all the way up in the trunk, this is most difficult and requires extraordinary effort. Getting the boat broadside to the waves is helpful in getting the boat back on its side.

Most likely once you have turtled the boat you will require assistance from a crash boat. Most crash boats will not know what to do to help you and you will have to direct their activities. First, get your boat broadside to the wind. Then have the crash boat go to your weather side a safe distance from your boat and throw you a line. At this time you should have one crew on the weather side of the boat and two crews at the rudder. The crew on the weather side should take the line from the crash boat, run it through the spinnaker guy down-haul hook on the weather side of the boat and cleat it in the spinnaker guy cleat on the weather side of the boat.

The crash boat should then continue in a wide circle around your boat stopping directly downwind of the capsized boat with the line then trailing across the bottom of the capsized boat, perpendicular to the keel. The crash boat should then be directed to proceed slowly dead downwind, with the crewmember who had been on the weather side of the boat going to the bow of the boat. By pulling across the bottom of the boat to a point on the weather rail, a force will be exerted which should pull the capsized boat out of the turtled position. It is important to stop pulling and maintain only enough pressure to keep the boat on its side, rather than attempt to completely right the boat at this time. As soon as the boat is on its side one of the crew members at the rudder should go to the center of the boat and lower the centerboard to the full down position, retighten the preventer, lower the sails and return to the rudder. The other two members get on the centerboard, and then without assistance from the crash boat return the boat to the full upright position. You are then ready to attach the line from the crash boat to the mast and take a tow to the beach or to re-hoist your sails and proceed to the beach.

Safety points There are a few basic points regarding personal safety which are most important: 1. Never allow a crash boat to a pproach from leeward. The wind will be blowing you down into him and he may have difficulty in maneuvering to stay clear.

2. Never allow any of the crew to leave the capsized sailboat unless they have a line from the crash boat.

3. Be realistic about your own strength and that of your crew. Heavy exertion in the water, which sometimes may be considerably colder than the air temperature, and when you may be wearing heavy and bulky clothes, drains your strength quickly. An insured boat can be replaced and if you feel you or your crewmembers are reaching the limits of your strength, by all means board the crash boat or hang quietly off your own boat, saving your energy and waiting for assistance.

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Assisted Rescue Methods Assisted rescues cover situations where a safety-rescue boat needs to move in and perform a rescue of a capsized boat and its sailors. The rescue methods described in the following pages are broken into three types of situations: 왘 A sailboat has capsized onto its side with its sails floating on or near the surface of the water. These rescue methods would apply: • Mast Tip Lift Rescue • Centerboard Push Rescue • Pram Capsize Rescue • Capsized Catamaran Rescue 왘 A sailboat has turtled and is floating upside-down. The following turtled boat rescue methods can be used for this situation: • Centerboard Hug Rescue • Sliding Weight Rescue • Rollover Rescue • Rollover Rescue with a Stabilizing Line • Turtled Catamaran Rescue 왘 A sailboat has turtled and is floating upside-down, but its mast has hit the bottom and is stuck. These rescue methods would apply: • Centerboard & Bow Line Rescue • Corkscrew Rescue • Shroud Pull Rescue • Safety Boat Push Rescue • Disconnect the Mast Rescue

Capsized Boat Rescues Mast Tip Lift Rescue. This method can be used if sailors are in or removed from the water.

Forestay

q Using minimum control speed, slowly approach from a direction forward of the mast. This keeps the powerboat from running over the mainsail and avoids interference with the sail as the boat comes upright.

w Make contact near the top of the mast and turn off the engine. If the mast tip is submerged too far below the water to reach, then approach the boat perpendicular to the forestay, grab the forestay or shroud and walk hand over hand up the mast.

Shroud

e Lift the mast tip and move hand over hand down the mast and shroud to bring the boat upright.

ONLINE... Rescuing a Capsized Sailboat: http://www.uspowerboating.com/Home/Education/Maneuvering Your_Boat.htm

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Centerboard Push Rescue. If the sailors are in the safety-rescue boat, the centerboard push method will perform successfully for most situations.

q Person grabs the centerboard and pushes downward until the boat comes upright.

w Person grabs gunwale and shroud to complete righting.

Turtled Boat Rescues Righting a turtled boat should be done cautiously to prevent the safety-rescue boat from damaging the sailboat by putting too much strain on the sailboat and its rigging. You must evaluate and analyze the situation and exercise your best judgment as to what is the safest and most reasonable response. The basic concept is to rotate the sailboat out of its turtled upside-down position to a normal capsize position where the boat is lying on its side with the sails lying near the surface of the water. Before you start, make sure that the mast is not stuck in the mud. Experiment and practice rescue methods on a variety of boats to determine which methods work best.

Centerboard Hug Rescue. Try this method if the crew can reach and hold onto the centerboard.

q Person grabs the centerboard and hugs it while the safety-rescue boat slowly backs away. The action of the water on the sail will cause it to rise toward the surface.

w When the boat rotates onto its side, use the centerboard push or mast tip lift method to complete the rescue.

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Sliding Weight Rescue. This method works best on boats with no spreaders so that the weight can slide down the shroud to where it is attached to the mast. To use this method, the safety-rescue boat should be equipped with 100 feet of line with either a large “D” shackle, or a weight and snap hook. q Clip the weight or shackle to the leeward shroud and let it run down the shroud.

w Back off and gently pull until the boat rotates onto its side.

Shackle Shroud

Rollover Tips • Some safety-rescue boat operators prefer to pull on the righting line in forward gear for increased towing power. Also with the bow moving forward into the waves, it avoids the problem of water coming over the transom when backing in reverse.

• The righting line may be attached to the chainplate fitting (connects the shroud to the hull) or to the end of the jib sheet. A large carabiner at the end of the righting line will speed up the attachment.

• Tying the righting line to a towing bitt located near the safety-rescue boat’s point of rotation increases its maneuverability.

e Unclip the weight and proceed with the mast tip lift method to complete the rescue.

Weight with snap hook

Rollover Rescue. Safety-rescue boat operators have reported varying results with this method. It works for some types of sailboats, but you must be patient to allow time for the forces to start rotating the boat once you’ve applied a steady load on the righting line. It could take several minutes before you notice any movement. The sails in the water resist the rotation, but this resistance will decrease as the sails rotate out of their vertical position. Whether the righting line crosses forward or aft of the centerboard will vary with the type of boat.

Righting line

q Attach a righting line and lead it over the boat to the safety-rescue boat.

w Shift into reverse and increase the throttle. If the sailboat does not rollover, rotate the safety-rescue boat in the opposite direction and shift into forward gear with enough throttle to rollover the turtled boat.

e When the boat rotates onto its side, keep tension on the line to prevent the boat re-turtling if the mast has filled with water.

Proceed with the centerboard push or mast tip lift method.

Note: If the mast is full of water and the mast tip method is used, the safety-rescue boat will need to maintain tension on the righting line as a second boat maneuvers into position at the mast tip.

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Rollover Rescue with a Stabilizing Line. At times it may be difficult to maintain the perpendicular angle of the righting line to the sailboat if the bow aligns with the tow. A stabilizing line attached to the transom will overcome this problem.

Righting line

Stabilizing line

Turtled Boat Rescues with Mast Stuck in Mud Ideally, the mast should be pulled straight out of the mud along the axis of the mast without any sideways pull to avoid bending or breaking the mast. Since this is extremely difficult, the objective is to come as close as possible to replicating that straight pull force. Each of the methods described below has different factors that need to be considered for different boats and different conditions.

Centerboard & Bow Line Pull Rescue. This method most closely reproduces the desired angle of pull and is simple. It works best if the mast is stuck at an angle to the bottom and not firmly embedded. If the centerboard is too slippery to grip, use a large rolling hitch or clove hitch slipped over the centerboard. w

q

Bow line attached to sailboat.

Pull out along axis of mast.

e

q Approach the centerboard side of the capsized boat. w Person at bow holds onto centerboard while the driver holds onto the bow line and gently backs boat. e Once the mast is free, proceed with the centerboard push or mast tip lift method to complete the rescue.

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Corkscrew Rescue. This method can be used if the mast is not firmly or deeply embedded in the bottom. As soon as it becomes apparent that the mast will not come free easily, stop and use another method. e Once the boat rotates onto its side, use the mast tip lift or centerboard push method to complete the rescue.

q Attach a towline to the bow.

w Slowly tow the bow in a circular direction to free the mast and cause it to rise toward the surface.

q Attach a bridle to both shroud chainplates. w Shift into reverse and gently back away. e When the boat rotates onto its side, detach the bridle and proceed with the centerboard push or mast tip lift method.

Shroud Pull Rescue. Attaching a bridle will help to get a better pull at a desired angle. e

q

w Bridle

Safety Boat Push Rescue. This method is recommended only for experienced safety-rescue boat operators using inflatable boats or a padded bow. It is not advisable to use this method in rough water conditions. q Slowly bring the bow near the cockpit of the capsized boat. w Person at the bow grabs hold of the capsized boat and pushes while the safety-rescue boat gently drives forward. e As the boat rights, the bow person grabs the shroud and moves hand over hand to the top of the mast while keeping the safety-rescue boat clear. r Once the boat is on its side, proceed with the mast tip lift method.

q

w

e

Shroud

r

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q Disconnect the mast from the boat by unfastening the shrouds, forestay and lines from the hull. w Attach flotation to the mast to mark its location. e Tow the hull away. r Return to the mast and pull it out of the mud.

Disconnect the Mast Rescue. Use this method as your last option.

It is best suited for a boat where the mast does not pass through a hole in the deck or cabin top; otherwise there is a risk of damage to the mast or boat. e w

Flotation

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VHF radio communications Boat rescues (including capsizes) Person in Water rescue Towing astern & alongside Williamson turn Steering a range in/outbound Intercepting & maintaining position with moving vessel

Weather & water briefings VHF radio procedures Safety & rescue equipment & procedures Towing concepts Search patterns concepts Plotting a position Calculating tides & currents

Use of bearings & GPS Search pattern

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